Exhaust-nozzle for locomotives



(-No Modl.) J. O'NEILL.

EXHAUST NOZZLE FOR LOCOMOTIVESL No. 516,899.

Pa tnted Mar. 20, 1894.

ATTORNEYS.

JOHN ONEILL, OF PLAINVIEW, ILLINOIS.

EXHAUST-NOZZLE FOR LOCOMOTIVES.

,3PECIFICATION forming part of LettersPatent No. 516,899, dated March 20, 1894. Application filed September 16, 1893. Serial No. 485.668. (No model.)

To all whom it may concern.-

Be it known that 1, JOHN ONEILL, of Plainview, in the county of Macoupin and State of llllnois, have invented a new and Improved Exhaust-Nozzle for Locomotives, of which the following is a full, clear, and exact descrip- IOU.

The object of the invention is to provide a new and improved exhaust nozzle, which is slmple and durable in construction, arranged to relieve the working parts of the locomotive engines of any back pressure, adapted for ready application on all kinds of locomofives, and at all times under the full control of the engineer.

The invention consists of acut-off arranged in the stand pipe and actuated from the reversing shaft of the locomotive engines.

The invention also consists of certain parts and details, and combinations of the same, as will be hereinafter described and then pointed out in the claims.

Reference is to be had to the accompanying drawings forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement as applied. Fig. 2 is an enlarged sectional side elevation of the revoluble cutoff, the section being taken on the line 2-2 of Fig. 3. Fig. 3 is a transverse section of the same. Fig. 4 is a plan view of the same; and Fig. 5 is an enlarged side elevation of the device for shifting the cut-off.

The improved exhaust nozzle is provided with the nozzle casing A, secured on the upper end of the stand-pipe B, into which passes the exhaust steam from the cylinders of the locomotive engines 0. The exhaust casing A is arranged within the smoke box D of the locomotive boiler, directly under the stack, as indicated in dotted lines in Fig. 1. The nozzle casing A is formed with two or more compartments A, A according to the style of engines used on the locomotive, thus for the ordinary engines two compartments are used, and for compound engines, four such compartments are necessary.

In each casingA is journaled a transversely extending shaft E, passing through the several compartments and provided in each compartment with a cut-ofi F, operating in the contracted end A of the respective compartments in the casing A. A cut-off F comprises two disks F and F secured on the shaft E and fitted against opposite sides of the compartment in the casing A, and the said disks are connected with each other by a crosspiece F adapted to pass into the contracted end A of the respective compartment so as to decrease the opening and cutoff the steam,

' according to the working of the engines, as

hereinafter more fully explained. Theseveral cut-offs F have their cross bars or pieces F arranged in alignment with one another,

so that the openings in the contracted ends- A are simultaneously decreased whenever the cut-off is actuated, as hereinafter more fully described. The shaftE extends through a hollow offset A projecting from the casing A, the extreme outer end of the said shaft passing through the shell of the boiler to the outside thereof, as plainly shown in Fig. 1. On this outer end of the shaft E is secured a crank arm G, pivotally connected by a link H with a slide I, mounted toslide vertically in guideways J formed on a bracket J bolted or otherwise secured to the locomotive boiler, see Fig. 1. On the slide I is arranged a pin I extending into a slot K formed in a bar K arranged horizontally and pivotally connected with two links L fulcrumed on the bracket J. The ends of the slots K are straight, while the middle portion is curved,asplainly shown in Fig. 5, so that during part of the longitudinal movement of the said bar K the pin 1 remains at a standstill, but when the said pin is engaged by the straight ends of the slot, it is moved downward so that a like movement is given to the slide I and link H. The movement of the latter causes a swinging of the crank arm G, so that the shaftE is turned and the several cutoffs increase the openings in the contracted ends A of the compartments. The bar K is pivolally connected 5 by a link N with an arm 0 secured on the reversing shaft P on the locomotive engines 0, the said shaft being connected with the valves,

-in the usual manner, and by a link Q with the cab of the locomotive, so that the said shaft is under the control of the operator. Thus when the engineer moves the reversing lover, a rocking motionis given to the reversing shaft P so that the valves are shifted in the engines 0 and, at the same time, the

crank arm 0, by the link N, imparts alongitudinal movement to the bar K so that the latter acts on the pin 1, as above described, to shlft the cut-off F in each compartment to decrease the opening in the contracted end of the respective compartments A and A Thus it will be seen that the engineer on manlpulating the valves in the cylinders at the same time controls and manipulates the cutofl's in the nozzle casing. By this arrangement, no back pressure whatever will be experienced in the engine cylinders, and at the same time the necessary draft will be given 1n the boiler fines, so that considerable fuel will be saved.

Having thus described my invention, I claim as new and desire to secure by Letters Patentl. ,An exhaust nozzle for locomotives comprising a nozzle casing held on a stand pipe and provided with a contracted outlet a revoluble cut off secured to a shaft and arranged at the said contracted outlet, a hollow off set pro3ecting from the casin g and through which the said shaft extends, and means substantlally as described for manipulating the said out off from the reversing shaft of the engine as set forth.

An exhaust nozzle for locomotives comprising a nozzle casing having its open end contracted and curved upon the arc of a circle and a cutoff valve working in the contracted end of the casing and comprising the side disks secured on a shaft and fitted against opposite sides of the casing and a transverse cutoff bar connecting the disks, the outer side of the said cutoff bar being curved to come spond with the curvature in the contracted end of the casing and means for actuating said cutoff valve, substantially as shown and described.

3. An exhaust nozzle for locomotives, comprising a nozzle casing held on the stand pipe and provided with compartments having contracted outlets, revoluble cut-offs arranged in the said compartments at the said contracted outlets, a shaft carrying the said cut-offs, a crank arm held on the said shaft, a link connected with the said crank arm, a slide pivotally connected with the said link and provided with a pin, and a slotted bar mounted to swing and engaged by the said pin, substantially as shown and described.

4. An exhaust nozzle for locomotives, comprising a nozzle casing held on the stand pipe and provided with compartments havingcontracted outlets, revoluble cut-offs arranged in the said compartments at the said contracted outlets, a shaft carrying the said cut-offs, a crank arm held on the said shaft, a link connected with the said crank arm, a slide pivotally connected with the said link and provided with a pin, a slotted bar mounted to swing and engaged by the said pin, and a link connected with the said bar and with the re versing shaft of the engine, substantially as shown and described.

JOHN ONEILL. Witnesses:

T. R. SHANNEE, D. E. WITT. 

